Car-brake



(No Model.) `2 Sheets-Sheet 1. W. C. SCHULTZE.

GAR BRAKE. No. 258,485. Patented May 23, 1882.

@MESSE Y INVBNgroR ATTGRNEYS N. PETERS. Phmvumagnpmr. washington. D.c.

(No Model.) 2 Sheath-Sheet 2.

vW. C. SGHULTZE.

GAR BRAKE.- No. 258,485.l Patented May 23. 18.82.

HHHHHHHHHHHHFUTHT HHHI'IUWHHHHHHHHHHHHHHHHHH @ESSFJSQ INVENTUM WW i BY ATTORNEYS.

N. PETERS Phom-Limogmpher. wnhingmn, D. C.

UNITE STATES Farma einen.

WILLIAM C. SCHULTZE, OF MARENGO, IOWA.

CAR-BRAKE.

SPECIFICATION forming part of Letters Patent No. 258,495, dated May 23, 1882.

Application filed March 31, 18H2.

To all whom @t may concern:

Be it known that I, WILLIAM C. SCHULTZE, of Marengo, in the county of Iowa and State of Iowa, have invented a new and useful Improvement in Automatic Gar-Brakes, of which the following is a full, clear, and exactdescrip tion.

Reference is to be had to the accompanying drawings, forming part of this speeiticatiou, of which similar letters of reference indicate corresponding parts in all the figures.

Figure l, Sheet 1, is a sectional side elevation of my improvement, taken through the line lc w, Fig. 2, and shown as applied toa carbody. Fig. 2, Sheet l, is a plan view ot' the same, partly in section, through the line :v x, Fig. l. Fig. 3, Sheet l, is asectional end elevation of the same, taken through the line yy, Fig.1. Fig. 4, Sheet 2, is a bottom view of the same. Fig. 5, Sheet 2, is a side elevation of the middle part ot' one ot' the slide-bars enlarged. Fig. 6, Sheet 2, is a plan View of the same. Fig. 7, Sheet 2, is a perspective View ofthe end parts ofthe slide-bars, showing an arrangement for starting the bnrs by hand. Fig. 8, Sheet 2, is a modilieation of the same. Fig. 9, Sheet 2, is a sectional elevation of an arrangement for returning the slide-bars to their places when released.

The object ot' this invention is to provide car-brakes constructed in such a manner that vthe engineer can apply the brakes successively to all the cars ot the train, while the cars shall have no other .connection than the ordinary coupling.

The invention consists in a car-brake constructed with a friction-wheel attached to a car-axle, and engaging with a friction-wheel journaled in sliding bearing-blocks and provided with gearwheels meshing into gearwheels which engage with sliding rack-bars having grooves for raising and lowering the sliding bearing-blocks and grooves for controlling the pawls that engage with ratchetwheels attached to thefriction-wheel shaft and thus hold the said shaft from being turned back'when the sliding bars are released.

The invention further consists inthe combination, with the sliding bars and the carframe, of a chain, spring, piston,and airtight cylinder, whereby the said slide-bars are drawn (No model.)

back to a central position when released, as will be hereinafter fully described.

To timbers attached to the base-frame ot' the car A are bolted two hangers, B, which are slotted to receive the bearing-blocks G, in which revolve thejournals of a shaft, D.

To the shaft D is attached a friction-wheel, E, the face of which is thrown into and out of contact with theV face of the friction-wheel F by the downward and upward movement of the bearing-blocks C. The friction-wheel Fis attached to the inner axle, G, of a ear-truck.

To the sides of the friction-wheel E are at tached, or upon them are formed, beveled-gear wheels H, the teeth of which, when the friction-wheel E is lowered into contact with the friction-wheel F, mesh into the teeth of the beveled-gear wheels I, pivoted to the crossbar J, attached to and connecting the lower ends of the hangers B. The teeth of the beveled-gear wheels I also mesh into the teeth of the rackbars K, formed upon or attached to the lower parts of the inner sides of the bars L, which slide in recesses in the inner sides of the hangers B and bearing-blocks G, and in keepers M attached to the base-frame of the ear-body A. The friction of the slide-bars L is lessened by rollersN pivoted to the keepers M, or other suitable supports, and which bear against the upper and lower edges ot' the said slide-bars L. With this construction, when the friction-wheels-E F are in contact, 'the slide-bars L will be moved by the advance of the car in the opposite direction from that in which the said car is moving.

To the inner side of the lower part of each bearing-block C is attached a pin, O, which, when the slide-bars L are in their central or normal position, rest in a seat, I, at the upper end of the upwardly-inelined inner part of a groove, Q. The lower part of the groove Q is horizontal, and at the outer end of the said lower part is formed an upward curve leading to the outer end of the upper part of the said groove. The upper part of the groove Q is also horizontal, and at its inner end opens into the upper end of the inclined inner part of the said groove.

Ina recess in the bar L, above the inner end of the upper part of the groove Q, is pivoted a dog, It, which rests upon the lower side of the said part of the groove Q, and prevents the pin O, when it leaves its scat P, from entering the upper part ot' the groove Q, and compels the said pin to pass down into and pass along' the lower part of the said groove. As thc pin O passes inward through the ripper part of the groove Q it raises the dog It and passes on to its seat l. The bar L is provided with two grooves, Q, leading in opposite directions from the said seat F, so that the operation will be the same in whichever direction the bar L may be moved.

To the ends ot' the shaft D, at the inner sides ofthe hangers D, are attached ratchet-wheels S, with their' teeth pointing in opposite directions. \Vith the teeth of the ratchet-wheels S engage bent pawls T, which are placed upon the opposite sides ofthe shaft D, and are pivoted at their angles to the hangers B.

To the shanks of the pawls T are attached, or upon them are formed, laterally-projectiug pins, which enter grooves U in the inner sides of the slide-bars L. The middle part of each groovcUis inclined and the end parts are horizontal and at dilferent levels, as shown in Fig. 1. The grooves U ot' the two bars L are arranged with the upper part of each groove upon the same side ot' the shai'tD as the lower part ofthe other groove. \Vith this construction, when the bars L are moved in either direction the shank-pin ot' one pawl, T, will enter the lower part ot' its groove U, andthe engaging end ot' the said pawl will be held against its ratchet-wheel, while the shank-pin ot' the other pawl will enter the upper part ot` its groove, and its engaging end will be heldaway from its ratchet-wheel. With this construction one or the other pawl, T, will always be in position to hold the shatD l'rom being turned back by the strain ot' the brake-chain V, so that the brakes will be kept applied so long as the pressure is kept up l'rom the car in l'ront, and will thus be tinally under the control ot' the engineer, who can keep the brakes applied as long as necessary, it being intended that the pawls shall hold the ratchet-wheels, and through them the brakes, until just before the slide-bars are allowed to return to their eentral position.

One end of the chain V is attached to the shaft D in such a manner that it can be wound upon the said shaft D in either direction. The chain V passes over a guidc-pulley,\V, pivoted to a support attached to the base ot' the car-frame. The other end of the chain V is connected with the lever or beamv of the brake. An ordinary brake can be used; butI prefer to use a brake constructed to apply' a brake-shoe to the opposite sides of each wheel of the car. The brake is not shown in the drawings. With this construction, when the slide-bars L have been moved a little in the opposite direction from that in which the ear is moving, the incline in the groove Q will allow the pin O to be moved downward by the Weight of the apparatus drawing the bearingblock l downward and bringing the wheel E into contact with the wheel F, so that the movement ot the said bars .L will be continued by the advance cf the car, and at the same time winding the chain V upon the shaft D and applying the brake. 'iC-hen the pin O reaches the outer end of the groove Q. the tension of the brake-chain V will cause the pill() to rise through the curve in the said groove Q, throwing the wheel E out ot' contact with the wheel F, releasing the wheels I and leaving the bars L free to move back to a central po# sition when released, the brake-shoes heilig held against the wheel by thepawl T until the bars L have reached their central position and the shank-pin ot' the said pawl has entered the inclined middle part ot' the groove U, which releases the pawls and allows the brake-shoes to be withdrawn from the car-wheels by the ordinary means. The ends ofthe slidebars L, or bars or rods attached to them, are connected by cross-bars X, and extend at the ends ofthe car into such positions that the slide-hars of adjacent cars will not be brought into contact by the ordinary yielding of the draw-heads when the cars are run together in coupling them.

To the inner sides of the end parts ot' the slidebars L are attached, or upon them are formed, rack-bars Y, into the teeth ot' which mesh the teeth ot' two gear-wheels, Z. lThe geanwheels Z mesh into each other, are pivoted to the frame ot' the car, and the pivot or shat't a of one ot' the said wheels passes up to the platform ot' the car and is provided with a handwlleel, in the lnanner ot' an ordinary brake-shalt, so that a brakeinan by turning the said shaft a can move the slide-bars L and bring the wheels E F into contact- It' desired, the cross-bars X can be placed at a little distance from the ends ot' the car, and can each have a bar,b, attached to its center, the said bar bhavinga buinper,e, attached to its outer end, and having :track-bar, Y', attached to or formed upon it. In this case only one gear-wheel Z will be needed, as shown in Fig. 8.

To each slide-bar L is attached the cud of a short chain, d, the other end of which is attached to a spiral spring, c. The ehaindpasses between two guide-pulleys, h, attached to the car-frame, so that it will operate in the same way, in whichever direction the slide-bars L may move. The other end of the spiral spring c is attached to a piston,f, working in an airtight cylinder,/f rmly secured to the carframe, or to some Suitable support attached to the car-frame. lVith this construction, when the slide-bar L is moved in either direction, the movement of the chain d will put the spring e under tension, and as the wheels E F come into contact the chain d and springewilldraw the piston f forward in the cylinder g against the air-pressure, so that the bars L, when released, will be drawn back to a central position by the air-pressure upon the piston f and IOO IIO

the tension of the spring e; or, if desired, the same result can be secured by the use of pairs of springs attached to the slide-bars L and the car-frame, and arranged in opposite directions, so that one pair will be slack while the other is under tension.

In using the improvement, when the brake is to be applied the engineer, by means of a shaft, a, gear-wheel Z, and rack-bar Y, moves the slide-bars L connected with the tender to the rearward to bring the wheels E F into con tact, which causes the said bars to continue their rearward movement, applying the brake to the wheels of the tender. As the brake is applied to the tender the forward movement of the said tender is checked, which allows the cars to press forward against it, which, in connection with the rearward movement of the bars L, brings the rear ends of the said bars L into contact with the forward ends of the bars L of the forward car, and moves the said bars L so far to the rearward as to bring the wheels E F into contact and cause the bars L to be carried farther to the rearward by the advance of the car and apply the brake to the said Jn`rst car, and so on through the train, each forward car moving the bars L of the next car, so that the brakes will be, applied successively and automatically to all the cars of the train.

In case acar without my improvement should be placed in the train, a brakeman should be placed upon the car next in the rear of the said car to move the bars L at the proper time by means of the shaft a, gear-wheel Z, and rack Y, when the brakes will be applied to that car, and successively to all the rear cars, in the manner hereinbefore described. The shaft a operated by the engineer should be provided with a ratchet-wheel and pawl to prevent the bars L from being drawn so far forward as to withdraw the brakes before the proper time. As soon as the engineer releases the shaft a the bars L will be drawn forward and the brakes withdrawn in the manner hereinbefore described.

In case of a backward movement of the train a brakeman in the Caboose or car at the rear end of the train can apply the brakes to the whole train equally as well as the engineer can when thetrain is moving forward.

Having thus described my invention, what I cl-aim as new, and desire to secure by Letters Patent, is-

1. A car-brake constructed substantially as herein shown and described, and consisting of the friction-wheels E F, the gear-wheels H I, the slide-bars L, having rack -bars K and grooves Q U, the sliding bearing-blocks C, and ratchet-wheels and pawls S T, as set forth.

2. In a car-brake, the combination, with the axle G, the car A, and the brake-chain V, of the slid in g bearin g-blocks C, thc friction-wheels E F, the gear-wheels H I, and the slide-bars L, provided with rack-bars K, and having grooves Q, substantially as herein shown and described, whereby the brakes will be applied by the advance of the cars, as set forth.

3. In a car-brake, the combination, with the shaft D, carrying the friction-wheel E and brake-chain V, and the slide-bars L, having grooves U, of the ratchet-wheels S, and the pawls T, substantially as herein shown and described, whereby the said shaft and brakechain are held in place when the friction-wheels are thrown out of contact, as set forth.

4. In a car-brake, the combination, with the slide-bars L and the car A, ofthe chain d, the guide-pulleys h, the spring e, the piston f, and the cylinder g, substantially as herein shown and described, whereby the said slide-bars are drawn back to a central position when released, as set forth.

WILLIAM o. soHUL'rzE.

Witnesses WM. DOWNARD, LEWIS Hans. 

